Train-stop mechanism.



H. R. NEVENS, L. R. WALLACE 6: R. MARCY.

TRAIN STOP MECHANISM APPLICATION FILED MAY 25. I914. RENEWED AUG. 4. 1911.

1258,1315. Patented Mar. 5. 1918..

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APPLICATION FILED Y 26. mu. RENEWED AUG 4. 19!].

Patented Mar. 5, 1918.

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TRAIN STOP MECHANISM. APPLICAHON mu) my 26. 1am. RENEWED AUG. 4 :sn.

Patented Mar. 5 1918. 3 SMEETNHEET 3 m a m lany particular time.

UNITED STATES PATENT OFFICE.

HERBERT It. NEVENS, OF DOBCHESTER, LEWIS R. WALLACE, 0F WALTHAM, AND RICHARD MARCY, 0F LINCOLN, MASSACHUSETTS, ASSIGNORS T0 NEVENS- WALLACE TRAIN CONTROL COMPANY,

A CORPORATION OF MASSACHUSETTS.

TRAIN-STOP MECHANISM.

Application filed May 26, 1914, Serial No. 841,068.

To all whom it may concern:

Be it known that we, HERBERT R. Nnvnns, Lnwls R. WALLAQE, and RICHARD Manor, citizens of the United States, residing at 35 Downer Ave, Dorchcster, State of Massachusetts, \Valtham, county of Middlesex, Commonwealth of Massachusetts, and Bed ford Road, Lincoln, Commonwealth of Massachusetts, respectively, have invented certain new and useful Improvements in Train-Stop Mechanism, of which the fol lowing is a specification.

This invention relates to the positive irontrol of railroad trains and the like for the purpose of preventing the neglect or dis obedience of the usual signals employed in such systems.

Our resent invention has for its object to provide an engine equipment whereby an a plication of the brakes will be secured in direct proportion to the speed at which the train is traveling when the track obstacle is struck. We attain this object by the use of a valve controlling the train line pressure and opening with the ressure to its fullest degree upon'any actuation thereof, in combi nation with an hidependent speed governed relief operatively connected with the exhaust of said valve and continuously in ready adjustment for the proper/relief at The construction and operation of our indisclosed in the vention will be more fully In the drawings specification that follows.

' forming a part of that specification we have shown as an illustrative embodiment a form of equipment which not only clearly illustrates the principles involved but is in itself a construction proven to be satisfactory in ractice. Throughout specification and rawings like reference numerals are come spondingly applied and in these drawings: Figure 1 is a view showing an engine equipment in accordance with our invention. Fig. 2 and Fig. 3 are sections through the engine box of our invention and showing the trip valve in its two positions. Fig. 4 is a vertical section through the cab box of our invention showing the speed governed relief and Fig. 5 is a view at right angles to Fig 4. Fig. 6 is a partial view of a locomotive and its tender showing the installation, and Figs. 7 to 10 inclusive are detail views showing the connect on for the fiexi hk shaft Specification of Letters Patent.

air passes through the of the casing head.

Patented Mar. 5, 191.8.

Renewed August 4, 1917. Serial No. 184,539.

with an axle of the tender whereby the gov ernor is rotated at train speed.

We have indicated at 1 a box or casing adapted to be mounted on the truck 4 of an engine E so as to bring its trip arm 2 in position to strike an obstacle along the. trace way when said track trip is set in danger position. The trip 2 is adjusl'ably held in a sleeve 3 by a slot and bolt connection which permits a relative vertical adjustment of the trip to shorten or lengthen its effective trip arm. The sleeve 3 is rigidly fas tened on a transverse rock shaft 5 journaled in the lower end of the box.

The box at this end has a lateral casing 6 in which the sleeve is disposed so as to position the trip eecentrically of the box. The rock shaft near its opposite end has a cam 7 provided with a central curved face 8 and lateral curved faces 9 and 10. The face 8 is disposed in a plane above that of the faces 9 and 10 when the cam is in its normal position shown in Fig. 2. When so posi tioned the central face 8 receives and sup ports a cam roll 11 pinned, at 12 in the lower bifurcated end 13 of a valve spindle 1i movable in a vertical guide and valve casing 15 ecured to the box. The lateral faces 9 and 10 constitute locking depressions for the roll 11 when the trip' has been actuated to effect a partial rotation of the rock shaft with a consequent oscillation of the cam and lowering of the valve spindle.

The lowering of the valve spindle 14 unseats a valve 16 guided within the tubular portion of the spindle and normally closing a valve port 11 in the head 15 of the valve casing 15. The valve is held to its seat against the pressure in the train line pipe 18 by a coil spring 19 interposed between the valve and the base of the spindle 14.

The train line pipe 18 supplies air under )ressure to the valve chamber 20 of the easmg head 15. The pipe 18 is threaded into a nip le 21 which connects with the head 15. hen the valve is released it opens with the pressure to its fullest degree. The port 17 into a delivconnectechwith the exhaust of 23 on the opposite side With this arrangement we secure a full opening of the valve with the pressure upon any actuation of the trip and an automatic locking of the valve in open position where it will remain until ery pipe by a nipple the valve reset. The specific valve arrangement described forms the subject matter of a separate application. It is preferably used in the present invention however for the reason that it combines very satisfactorily with the relief controlling mechanism shown in detail in Figs. 4 and 5. Obviously however, any other valve arrangement; could be used.

The delive y pipe 22 connects at 28 with a speed governed relief control to secure an application of the brakes in proportion to the speed at which the train is traveling when the valve is opened. This controlling mechanism consists of a shaft 24 rotatablv journaled in a casing 25 mounted on the cab 26 of the engine E and driven by the flexible shaft 27 which may be driven in any manner but which by preference is coupled with and driven from one axle r; of the tender T as shown 'in Figs. 6 to 10 inclusive. The shaft 24 has an axial bore tormenting at its upper endhvith the pipe :22 The bore it. vented near its lower end by u port :21) controlled by a slide valve 30 guided on th shaft 2-1 and rotating therewith. The slide has a port 31 WhlCl'] always partially registers with the port 29 so as to sector: a service application of the brakes whenever the valve 16 is opened. The degree of regis try of the ports is controlled by the movement of the slide. the slide and the shaft. whereby the slide rotates with the shaft is effected by means of a collar on the slide and a pin guided at one cud in a hole in the collar and fixed. at its other end in the upper half of a. hall hearing 34 fastened to the shaft. The pin 33 in addition to connecting the slide and .shaft; assists to guide the slide in its sliding mov ment on the shaft.

The movement of the slide is controlled according to the speed of the train so as to secure a venting of the bore 28 and a conse' quent brake application in proportion to the train speed. This is effected by a ccntrifw gully acting device connected to the slide to rotate therewith. The device consists of a pair of weighted arms 35 pivoted at 36 in ears depending from a hanger 37 fastened. to the shaft 24. The arms 35 are connected by links 38 with a collar 39 fixed on the slide 30. The weights for the arms 35 are indicated by the numeral 40. As the speed of the train increases the arms 35 by centrifugal force tend to assume This draws the slide down bringing the port 31 into full register with the port 29 in pro portion to'the speed of the train. Should the tri 2 be struck at this time by the track obstac o the valve 16 will be fully opened to admit full train line pressure to the bore 28. The exhaus. from the bore is controlled by the position of the slide at the time of the opening of the valve.

Where a train is proceeding at or below a The connection between,

a horizontal position. v

certain rate of speed, for example fifteen miles an hour, it is not desired to secure an cmcrgcncy application of the brakes but simply to have a. service application. This is effected in the present invention by making the cei'itrii'ug'ally acting device inoperative at all speeds below the predetermined speed and by having the ports 29 and 31 always partially in register to give a service application whenever the valve is opened. "or this purpose the weighted arms 35 are linked together by a coil spring 41 of a tension sufficient to overcome the centrifugal force developed at. fifteen miles an hour and hold the arms together thereby preventing the slide from moving down and uncovering the port :29 to a greater degree. The spring is not strong enough to resist the centrifugal,

force developed at speeds over the predetermined speed and the slide is tlieref nre free to move and uncover the port 29 to a degree proportio etc to the i'logrcfe of separation of the Weights all).

In use the trip is normally disposed in the ywsiticn shown in Fig. 1. In this position the valve 16 is held closed against the train line pressure by the cam face 8 which is disposed in supportive relation to the valve spindle. When the trip strikes the track obstacle an actuation is given it effective to rock the shaft 5 and more the cam face 8 of the (rain 7 out from under the spindle. The support for the spindle being thus re moved, the spindle is lowered by its own weight, noscating the valve 1.6 and permit ting passage of the air under pressure from the train line pipe 18 to the exhaust pipe 22. The spindle is lowered gradually, the roll ll. ridingdown either the face 9 or the face 10 (depending upon the direction in which the train is'traveling) until it. rests against either the shoulder 9 or 10 thereof. When so positioned the trip is locked and in the embodiment shown must be reset manually. The exhaust of the air through the ports 29 and 31 of the relief controlling mechanism is governed by the position of the slide 3 which in turn is governed by the speed of the train from the centrifugal device 35. In this way an application of the brakes commensurate with the speed of the train is secured. I

The parts are reset after an actuation by the engineer who in the present invention must descend from the cab and manually close the air valve. This is considered a valuable feature in train stopequipment in that itinsures a positive resetting ofthe device before the train can proceed. Obviously. however, a resetting arrangement operative from the cab might be provided if considered desirable.

Various other modifications in the form and construction of our device may. ob-

t upon any actuation thereo the spirit of the invention if within the limits of the appended claims.

In Fig. 6 wehave shown the means for communicating power to the governor from the axle of the tender thropgl'i the flexible shaft 27, this view being""nnply for the purpose of showing the connection between the axle of the tender and the governor. ..The

governor casing is shown at 25 in this figs.

ure. In the detail Figs. 7 to 10 we have 1 shown the specific connections, the axle of the tender being shown at c, the box at a, and.in order to couple flexible shaft '27 to the axle c we use a socket plate d secured to a disk carried on the end of the axle c. A

: .plate b covers the opcuin to the axle box .and. the end of the flexible shaft passes through an opening in this cover plate to ,the socket plate d.

What we therefore claim and desire to secure by Letters Patent is:

LtiveIycOmIecting with the air system of a ,tra inand opening with the pressure, means .forholdingsaid valveplosed against said pressure, a release for nd holding means to permit the full opening of said. valve 11 on any.,actuation thereof, and an indepen ent {relief pdntrblling mechanism .operatively connected with the exhaust of said valve and 5c normallg partially open to permit a predeiterinine minimum brake application upon anefl'ective actuation of said pressure con- ;trol valve. 85: 2. In a; signaling device a valve operatively connecting with the air system of a train and opening with the pressure, means for-holding said valve closed a ainst said pressure,a' release for said hol ing means to permit the full openin of said valve and mindspendent speed governed relief controlling ,mechanism operatively connected with the exhaust of said valve and normally partially open to permit a predetermined mipimum brake application-upon an effective actuation of said pressure control valve.

3. In a. signaling device a valve operatively connecting with the air system of a train and opening with'the pressure, means for holding said valve closed against said pressure, a release for said holding means to permit the full opening of said valve upon any actuation thereof, an independent relief controlling mechanism operatively connecting with the exhaust of said valve and normally partially open to permit a predetermined minimum brake application upon an effective actuation of said pressure control valve, and a centrifugally acting device associatcd with said control for securing a brake application in proportion to the train speed.

4. In a signaling device, a valve operativelv connecting with the air system of a train and opening with the pressure and 1. In a signaling device, a valve opera-' normally held closed against the pressure, means for releasing said valve to permit the full opening thereof upon any actuation, and an independent relic controlling mechanism operatively connected with the exhaust of said valvev and comprising a pressure vent and a valve in controlling relation thereto, said vent and valve therefor nor mally partially open to permit a predetermined minimum brake ap )licution upon an effective actuation of san pressure control valve, and means for opening said valve controlling said pressure vent to a degree be yond its normal degree of opening whereby to secure an exhaust of said pressure in proportion to the train speed.

5. In a signaling device, a valve operatively connecting with the air system of a train and opening with the pressure and normally held closed against the pressure, means for releasing said valve to permit the full opening thereof upon any actuation, an independent relief controlling mechanism operativcly connected with the exhaust of said valve and comprising a pressure vent and a governing slide therefor, said vent and slide therefor normally partially open to permit a predetermined minimum brake application' upon an effective actuation of said pressure control valve and means for movin said slide relative to said vent to open said vent beyond its normal degree of opening whereby to secure gin-exhaust of said pressure in proportion to the train speed.

6. In a signaling'device, a valve operatively connecting with the air system of a train and opening withlthe pressure and normally held closed against the pressure, means for releasing said valve to permit the full openin thereof upon any actuation, an independent relief controlling mechanism o erativcly connected with the exhaust of sai valve and comprising a pressure vent and a slide valve in controlling relation thereto, said vent and slide valve normally partially open to permit a predetermined minimum brake application upon an efl'ective actuation of said ressure' control valve, and centrifugally actm means operatively associated with said 5 idc valve for securing an exhaust of said pressure in proportion to the train s eed.

In a signaling. cvice, a valve operatively connecting with the air system of a train and opening with the pressure, an in dependent relief controlling mechanism operatively connected with the exhaust of sald valve. and comprising a pair of vent members, rotatably mounted, one of said members slidablc relative to the other, and eentrifugally acting means connected with said slidablc member for governing the venting of said controlling; mechanism in proportion to the train spec S. In a signaling device, a valve operatively connectin tiwlv counerting with [he air system of a H lil! and mn-n'ially cl sed bu: opening fully ll fllll any actuation thew-of, and a relief rnlitl'nlllng' mechanism u eratively connected with the exhaust of the valve and c mprising a pair of rent members n01- nmlly set in predetermined venting relation to each other to permit a predetermined minimum brake a 'iplicatiou upon an efl'eclive actuation oi said pressure control valve, one of said members slid-able relative to the other to secure a vent in excess of the predetermined vent for which the members are initially set, and means for cfl'ectin a sliding movement of said sliding mem er relative to the other vent member to secure a brake application in proportion to the train speed whenever said speed exceeds said predetermined ventin point.

9. In a signaling cvice, a valve operativcly connecting with the air system of a train and normally closed but opening fully upon any actuation thereof and a relief controlling mechanism 0 rativel connected with the exhaust o the vs vs and comprising a pair of vent members normally set In predetermined venting relation to each other to permit a predetermined minimum brake application upon an elfective actuation of-sald pressure control valve, one of said members slidablc relative to the other to secure a vent in excess of the predetermined vent for which the members are initially set, and centrifugally acting means opcrativel connected with said sliding member or elfccting a sliding movement thereof to secure a brake apiplication in proportion to the train spee whenever" said speed exceeds said predetermined venting oint. p 10. In a signaling device, a. valve operatively connectin with the air system of a train and norms. ly closed but opening fully upon any actuatlon thereof, and a relief controlling .mechanism 0 erativel connected with the exhaust oi the valve and comprising a. pair of vent members normally partially open to permit a red'etermined rake application upon an e ective actuation of said pressure control valve, one of said members slidable relative to the other, and s eed governed means operatively con nected with said sliding member for effecting a sliding movement thereof in proportion to the train speed.

.11. In a signaling device, a valve operawlth the air systemof a train and norma 1y closed but opening fully with the pressure upon any actuation thereof, anda relief controlling mechanism operatively connecting with t e exhaust of said valve and comprising a pressure vent mem her having a v -nt opening. a valve slidable relative to said vent member, said valve having a vent opening normally disposed in partial venting relation to said vent opening of the vent member to permit a predelcrmincd minimum brake application upon an effective actuation of said pressure control valve, and speed governed means operalively connected with said slide valve to move said slide and vent said vent member to a degree proportionate to the train speed.

12. In a signaling device, a valve operativcly connectin -with the air system of a train and normal y closedbut opening fully with the pressure upon any actuation thereof, and a relief controllin mechanism operatively connecting with. t e exhaust of said valve and comprising a rotating pressure vent member having a vent opening, a valve rotating with saidvcnt member and slidable thereon when said vent member attains a predetermined rate of revolution, said valve having a vent opening normally disposed in partial venting relation to said vent opening of the vent member, and speed governed means operntively connected with said slide valve and becoming effective when said vent member attains said predator mined rate of revolution to move said slide valve and thereby uncover said vent opeping to a degree proportionate tothe tram speed.

13. In a signaling device, a valvcoper- 'atively connecting'with the air system of a train and a relief controlling. mechanism connected with theiexhaust of said valve and comprising a rotating pressure vent member having a vent opening, a. valve rotating with said vent member and slidable thereon when said member attains a predetermined rate of revolution, said valve having a vent opening normally disposed in partial venting relation to said ventopening of the vent member and centrifugally actin means operatively connected with said s ids valve and becoming effective when said vent member attains said predetermined rate of revolution to move said slide valve and thereby uncover said vent openingectlo a degree proportionateto the train sp In testimony whereof we alfix our signatures in presence of witnesses HERBERT 'R. NEVENS. LEWIS R. WALLACE. RICHARD MARCY.

Witnesses to signature of Wallace and Marcy:

MARION G. Hones, VImonm Lowmm. Witnesses to signature of Novena:

J ossrn BARR, SOLOMON Ersmtn. 

